Crew Hours And Numbers

Trainman

Second man

Fireman

Conductor

Driver

Crew names

Double-Ending

This is another method of turning trains quickly at a terminus. A train (assuming there are drivers' cabs at both ends) is provided with a driver at each end to give a rapid turnround.

In the most common scenario, the train arrives at an arrival platform in a terminus with one driver in the leading cab. A second driver boards at the rear cab while the passengers are alighting from the train. The train is driven into a siding beyond the terminus by the first driver. As soon as he has stopped the train, he shuts down his cab controls and the second driver at the other end immediately opens up his cab. As soon as the route into the departure platform is cleared the second driver takes the train into the platform where passengers board and the other driver alights. This method is much favoured by the Paris Metro. Indications in cabs, such as an "Other Cab On" light, are usually provided to show when the other cab is switched out or "shut down", as they say.

The person in front who (usually) controls the movements of the train itself. In the US known as the Engineer. Sometimes referred to as a Train Operator on metro systems or where One Person Operation is used. Also known as a "motorman" on some electric railways.

Formerly (in the UK and some other places) the Guard. Provides assistance to the passengers and driver or other trainmen. Often used for fare collection and/or ticket checking. Used is emergency to provide train protection assistance. Some railways qualify guards/conductors for limited emergency driving.

Originally employed on steam locos to maintain steam pressure and assist the driver with the operation of the locomotive. Now retained on some railways as the driver's assistant, particularly on longer distance or freight operations. Called "second man" in the UK and "chauffeur" in France.

The same as fireman.

Anyone who works on the train as a normal occupation.

The basic working day for industry world-wide is 8 hours. A break in the middle of this will usually be for at least 30 minutes. On a railway operating 18 to 24 hours a day, trainmen will have more flexible working conditions which might extend the working day to 12 hours with suitable rest breaks. Certainly, shift work is involved. Many countries have laws which limit working hours and which determine minimum rest periods.

Hours can now be a lot more flexible than used to be the case, since a lot of new agreements have been worked out between staff and managers of the new breed of commercially oriented railways. However, any disruption of the service can quickly disrupt the crewing as well as the train positions and action must be taken to adjust crew working with the available staff.

It is necessary to keep some spare staff on duty at all times. Any level between a minimum of 10% and a maximum of 25% for special circumstances might be considered necessary. One can be amazed at the levels of spare crews allocated on some railways.

For an even interval service with peak and off peak frequencies, the number of crews required to be employed can be calculated by the number of trains for the peak hour times a factor of 5. This allows for training, weekend cover, occasional days off, leave, compensatory leave for working public holidays, sickness, shunting duties and spare crews. Individual totals will vary with the service provided and the conditions of employment and you might get that factor down to 4.5 or even 4 on smaller operations.

Дата добавления: 2014-01-11